Rotary fluid driven or fluid pumping apparatus



April 4, 1967 R. M. GLASOE 3,312,201 v ROTARY FLUID DRIVEN OR FLUID PUMPING APPARATUS Filed March 10, 1964 '6 Sheets-Sheet l as? Q 74 a3 RONALD M. 61.9805 6 'INVENTOR.

April 4, 1967 R. M. GLASOE 3,312,201

ROTARY FLUID DRIVEN 0R FLUID PUMPING APPARATUS Filed March 10, 1964 I 6 Sheets-Sheet 2 RON/OLD M. GLASOE INVENTOR.

ATTORNEY April 4, 1967 R. M. GLASOE 3,312,201

ROTARY FLUID DRIVEN OR FLUID PUMPING APPARATUS Filed March 10, 1964 6 Sheets-Sheet 3 \RON/QLD M. GLQSOE *4 96d INVENTOR. 6

ATTORN April 4, 1967 R. M. GLASOE 3,312,201

ROTARY FLUID DRIVEN 0R FLUID PUMPING APPARATUS Filed March 10, 1964 6 Sheets-Sheet 4 I "IIIIIIIIIIIIIIIL ICE 'loi HI' f 96d Rah/271.0 M. G 505 INVE 0R.

ATTOQNEV April 4, 1967 R. M. GLASOE 3,312,201

ROTARY FLUID DRIVEN 0R FLUID PUMPING APPARATUS Filed March 10, 1964 6 Sheets-Sheet 5 RONALD M. GLO 50E INVENTOR.

ATTQDQNE April 4, 1967 M, G E 3,312,201

ROTARY FLUID DRIVEN OR FLUID PUMPING APPARATUS Filed March 10, 1964 6 Sheets-Sheet 6 F ia RDA/04D GLO 5'05 VEN TOR.

ATTORNEY I United States Patent 3,312,201 ROTARY FLUID DRIVEN 0R FLUID PUMPING APPARATUS Ronald M. Glasoe, San Marino, Calif. (11649 Waddell St., Whittier, Calif. 90606) Filed Mar. 10, 1964, Ser. No. 350,761 4 Claims. Cl. 123-16) This invention relates to improved rotary devices of a type adapted to function, in the broadest aspects of the invention, as either a rotary engine, to be driven by an actuating fluid, or a pump serving to itself displace or pump a fluid through the device.

Units embodying the invention are of a general type including one or more rotating vanes, defining a rotating chamber or chambers which vary progressively in size as the unit turns, in a manner such that the device may be driven by or function to pump a fluid, typically an expanding gas, by virtue of the rotation of the chambers. In prior rotary units of this general type, great difficulty has been encountered in maintaining an effective fluid seal at the point at which each of the vanes engages and slides along a coacting wall, which usually forms the radially outer wall of the chambers. The rate of sliding movement at this location, particularly in conjunction with the high temperatures and pressures encountered where the device is used as an internal combustion engine, have rendered the sealing problem so diflicult that vane type engines of the discussed character have never been able to attain as widespread use as would be desired.

A major object of the present invention is to provide an improved vane type rotary assembly in which the mentioned sealing difliculties are overcome, and the sliding movement of the vanes at the points of usual difficulty is eliminated. In a device constructed in accordance with the invention, the radially inner and outer walls of the variable size chambers and desirably also their side Walls, may all rotate essentially in unison, so that the vanes extending between these walls need not slide along any of the walls, to thereby attain the desired increased sealing eifectiveness, and increased integrity of the chambers during rotary motion. Preferably, the vanes have a telescoping type connection with one of the walls, say for example the radially outer wall of the chamber, to move radially inwardly and outwardly relative thereto as the size of the chambers changes. The vanes may be pivoted to another wall, for example the radially inner wall of the chambers, to shift as required to compensate for the relative eccentricity of the radially inner and outer walls.

Certain additional advantages of the invention are attained by mounting the spark plugs or other fuel igniting means to rotate with the chambers while the device is in operation. Also, some features of the invention relate to a unique valving arrangement for controlling the delivery of fluid to and from the engine (or pump), and for reversing the direction of rotation of the engine if desired.

In one form of the invention, the engine may function essentially as a two cycle type engine, and may have an associated pump or compressor, also constructed in accordance with the invention, for pre-compressing air or oxygen fed to the main combustion chambers. In another form, the engine operates more as a four cycle device.

The above and other features and objects of the invention will be better understood from the following detailed description of the typical embodiments illustrated in the accompanying drawings in which:

FIG. 1 is a transverse section taken through an internal combustion engine constructed in accordance with the invention, this figure being taken on line 1--1 of FIG. 2;

3,312,201 Patented Apr. 4, 1967 FIG. 2 is an axial section through the unit of FIG. 1, taken on line 22 of FIG. 1; FIG. 3 is a fragmentary section taken on line 33 of FIG. 2;

FIGS. 4, 5 and 6 are fragmentary transverse sections taken on lines 44, 55 and 66 respectively of FIG. 2;

FIG. 7 is a fragmentary transverse section through a variational type of engine embodying the invention, taken on a plane corresponding to that of FIG. 1;

FIG. 8 is a more complete axial section taken on line 88 of FIG. 7; and with FIG. 7 being taken on line 77 of FIG. 8;

FIG. 9 is an axial section through another variational form of the invention; and

FIGS. 10, 11 and 12 are transverse sections taken on lines Ill-10, 1111 and 12--12 respectively of FIG. 9.

Referring first to FIGS. 1 through 6, and particularly to FIGS. 1 and 2, I have designated generally at 10 an internal combustion engine constructed in accordance with the invention. This engine includes a stationary assembly 11 connected to a suitable stationary support 12 (FIG. 2), and about which there is mounted a rotor assembly 13. The stationary and rotatable sections of the unit interfit and coact in a relation forming together a circular series of combustion chambers 14a, 14b, 14c and 14d (FIG. 1), separated by successive vanes 15a, 15b, 15c and 15d. In FIG. 2, two of these vanes are represented at 15b and 15d. At the location 16 in FIG. 2, there are provided a second set of circularly successive chambers corresponding to those shown at 14a through 14d in FIG. 1, and separated byas many vanes, two of which are represented at 17b and 17d in FIG. 2. As will appear, air is compressed within the chambers formed between the vanes at the locations 16 of FIG. 2, and is then fed to the chambers between vanes 15a through 15d respectively in compressed form.

The stationary portion of the engine, identified generally by the numeral 11 in FIG. 2, includes a part 18 having an external cylindrical surface 19 centered about a main axis 20. At one of its ends, part 18 has an annular flange 21 which is suitably bolted to the stationary support structure represented at 12. In addition to element 18, the stationary assembly 11 includes three similar flat circular plates 22, 23 and 24 and two externally and internally cylindrical sleeve elements 25 and 26. All of parts 18, 22, 23, 24, 25 and 26 contain inner cylindrical surfaces 27 of a common diameter, and disposed about an externally cylindrical rotary shaft 28, with parts 18, 22, 23, 24, 25 and 26 being confined axially between a split ring 29 on shaft 28 and a nut 30 threaded onto shaft 28 at 31 and acting against plate 24 through a washer 32. Parts 18, 22, 23, 24, 25 and 26 are suitably keyed or otherwise retained against rotation relative to one another, as by keys or pins typically represented at 33 in FIG. 2.

' Extending into shaft 28 from its opposite ends, the shaft contains two passages 34 and 35, the latter of which is closed at its end by a plug 36. Passage 34 is open at its left end to receive fuel for the engine, typically in the form of a high pressure gas, such as propane or butane, coming to the engine through a line diagrammatically represented at 36. Alternatively, the fuel may be an initially liquid fuel such as gasoline, coming from a supply reservoir 37 and fed into a stream of air at substantial pressure through a carburetor typically represented at 38. It will also be apparent from the subsequent discussion of the invention that the engine may easily be adapted for use with a liquid fuel injected as such, by a suitable injector system, into the combustion chambers. The fuel may enter the left end of the shaft 28 through a swivel fitting represented at 39, and allowing rotation of the shaft to different settings by a handle or lever arm 40 relative to the supply line 36.

The fuel from within passage 34 leaves that passage through an opening 40' (FIGS. 2 and 4) which can communicate selectively with either of two diametrically opposed openings 41 and 42 (FIG. 4) in sleeve 25. Handle 40 rotates shaft 28 between these two settings of communication with the two openings 41 and 42 respectively, to reverse the direction of rotation of the engine.

Passage 35 formed in the right end of shaft 28 communicates with two diametrically opposed apertures 43 and '44 in the shaft wall, which apertures are selectively communicable with an aperture 45 formed in part 26. Further, in the plane in which FIG. is taken, shaft 28 contains .two additional apertures 46 and 47 (FIGS. 2 and 5), offset 90 with respect to one another, and cornmunicable with two apertures 48 and 49 in sleeve 25.

Having now described the construction of the various parts making up stationary section 11 of the engine, I will proceed to a discussion of the rotating unit or assembly designated generally at 13. This assembly includes the vanes a, 15b, 15c and 15d, four corresponding vanes two of which are shown at 1712 and 17d, a rotating housing structure 50 which may include three parts 51, 52 and 53, a composite structure 60 forming the radially outer walls of the compression and combustion chambers, a number of spark plugs 61, and two inner sleeves 54 and 55. The housing part 51 is mounted by two bearings 56 for rotation relative to stationary part 18 about main axis of the engine, and may contain a groove 151 for engagement with a power takeoff belt 152. At one end, part 51 has a flange 57 which projects radially outwardly in parallel spaced relation with respect to an opposed peripheral portion 58 of part 53. At their radially outward extremities, flange 57 and portion 58 of part 53 are rigidly interconnected by the cylindrical outer wall 52, which is bolted to the other parts at 59.

Sleeve 54 is rotatably confined between the opposed parallel transverse planar surfaces 62 and 63, and sleeve 55 is similarly received between the opposed parallel surfaces of plates 23 and 24. If desired, the rotary mounting of one or both of these sleeves 54 and 55 may be enhanced by provision of suitable bearings such as the ball bearings represented at 64 in FIG. 2. The inner races of these bearings engage sleeve while the outer races are fixed within appropriate counter bores in sleeve 54.

The vanes 15a, 15b, 15c and 15d have the transverse cross sectional configuration illustrated in FIG. 1, to present inner cylindrical portions 65 confined within correspondingly cylindrical axially extending recesses 66 formed in sleeve 54, in a relation mounting the vanes for limited pivotal or swinging movement about individual axes 67 extending parallel to main axis 20 of the engine. Outwardly beyond their cylindrical portions 65, the vanes take the form of flat plates having parallel planar surfaces 68 at their opposite sides. The lateral edges 69 of the vanes (FIG. 2) slidably engage surfaces 62 and 63 of plates 22 and 23, to form a fluid seal therewith. At the locations of bearings 64, the cylindrical portions 65 of the vanes are cutaway just enough to allow for the desired amount of pivotal movement of the vanes about their individual axes 67.

The structure 60 which forms the radially outer wall of the various combustion chambers 14a, 14b, etc. includes four arcuate partial cylindrical elements 70 (FIG. 1), which form together a substantially circularly continuous cylindrical outer wall. Elements 70 may be suitably secured in the illustrated positions relative to housing parts 57 and 58, as by the number of bolts 71 (FIGS. 1 and 3) extending through parts 51, 70 and 53. The spark plugs 61 will be connected into parts 70 at locations circularly between the vanes, with the points 72 of the plugsprojecting inwardly into the various combustion chambers.

To form fluid tight seals with the various vanes, structure 60 includes pivoting seal units 73 (FIG. 1) with which the vanes interfit in a telescopic sliding manner. Each unit 73 includes two parts 74 and 75 having inner planar parallel surfaces 76 which slidably engage the vane, and having outer complementary partial cylindrical surfaces 77 engaging corresponding partial cylindrical surfaces 78 formed at the opposed ends of a pair of the elements 70. Thus, parts 74 and 75 are mounted for pivotal movement with their respective vanes about individual axes 79, relative to parts 70 and the rest of the housing structure. As seen best in FIG. 3, the slot which is formed between parts 74 and 75 for reception of the corresponding vane 15a, 15b, 150 or 15d is closed at its opposite ends by surfaces 89 and 81 on parts 74 and 75, so that the vane is slidably received within the slot but closely confined therein in a manner preventing the flow of any gases radially outwardly at the location of the vane.

The second set of vanes, including vanes 17b and 17d of FIG. 2 and two additional vanes offset 90 therefrom, may be substantially identical in cross section with the vanes 15a, 15b, etc. of FIG. 1 and may be similarly pivotally mounted to their corresponding inner sleeve 55, and slidably received between parts 74 and 75. FIG. 3 illustrates the manner in which each of the vanes 17b, 17d, etc. is slidably received within a second slot 82 for-med between parts 74 and 75, in a manner allowing radial telescoping movement of the vanes relative to these parts, while at the same time maintaining an effective fluid tight seal against radially outward flow of pressure fluid. As in the case of the first set of vanes, the second set of vanes, 17b etc., are confined between plates 23 and 24 in a manner slidably engaging those plates and preventing flow of fluid circularly past any of the vanes.

To mount parts 74 and 75 for pivotal movement about their axes 79, the complementary externally cylindrical ends of these parts are rotatably journalled within cylindrical bores 83 (FIG. 3) in end walls 57 and 58 of the housing. Radially outwardly of the elements 70, the housing may contain a series of radial walls 84 (FIG. 1), welded or otherwise secured to the other housing elements, and forming compartments containing the spark pIugs.

Air is admitted to the engine through an opening 85 (FIG. 2) formed in end wall 53 of the housing. After passing through this opening, air enters the compression chambers between vanes 17b, etc. by passing through an aperture 86 in transverse partition 24. The combustion gases ultimately leave the engine through an aperture 87 formed in transverse partition 22, and a registering pas sage 88 formed in part 18 and extending outwardly therethrough. The energizing current for each of the spark plugs 61 is fed to the plug through a ground connection 89 and an electrical lead 90 connecting to one of four commutator segments 91 which are carried by and insulated from rotating :part 51, and which are engaged by a brush 92 leading from a conventional source 93 of electrical energy at high potential. As will be apparent, thecommutator segments 91 and brush 92 are so located as to supply energy to the various spark plugs at appropriate. timed intervals to properly burn the fuel.

To now describe a cycle of operation of the form of the: invention illustrated in FIGS. 1 through 6, assume first of all that the four combustion chambers formed be tween vanes 15a, 15b, 15c and 150! are initially in the positions illustrated in FIG. 1i. Also, assume that shaft 28 has been turned to a setting in which its various apertures are located as illustrated in FIGS. 4, 5 and 6. Further, at this point we may assume that the compressor portion of the apparatus has already compressed air within passage 3-5 of the shaft. With the apparatus in this condition, FIG. 5 indicates that some of the compressed air is free to pass outwardly through apertures 46, 48 and a registering aperture 94 in sleeve 54, to enter the combustion chamber designated in FIG. 1. By virtue.

, of the eccentricity of axis 95 of shaft 28 with respect to main axis 20 of the device, combustion chamber 14c is in this condition relatively large. Thus, a very substantial charge of the compressed air may enter this chamber. As soon as the rotation of the vanes and their associated parts reaches a point at which aperture 94 is no longer in communication with aperture 48, the admission of air is terminated, and the combustion chamber 14c thereafter commences to compress the contained air further, by virtue of the fact that the chamber progressively decreases in size as it moves downwardly toward the FIG.

1 location of chamber 14d. During this compression,

the rotating parts ultimately reach a position in which aperture 94 comes into communication with apertures 40 and 41 of FIG. 4, to receive highly compressed fuel vapors from passage 34 in the shaft 28. These vapors are at a high enough pressure to enter the combustion chamber against the air pressure which has previously been developed. Ultimately, aperture 94 moves out of registry with aperture 41, so that no further fuel can enter the chamber, and further downward movement of chamber 140 acts to compress both the air and intermixed fuel. This compression continues until chamber 14c is centered at approximately the bottom of FIG. 1, to therefore be at a minimum size, and at that instant the commutator segment 91 associated with the particular spark plug for chamber 14c moves into engagement with brush 92, to energize the spark plug and fire the compressed gases. As the gases burn, they attempt to enlarge chamber 140, and can only accomplish this by forcing the chamber upwardly along the left side of FIG. 1 toward the position of 14b in that figure. Thus, the burning gases cause rotation of chamber 140 and the rest of the rotor, ultimately to a point at which the chamber communicates with discharge opening 87 to allow'the gases to leave the engine preparatory to reception to another charge of air. It is noted that the next charge of air commences to enter chamber 140 before aperture 87 has been completely closed off, so that there is a scavenging action by which the entering air forces the last remnants of the burning gases out of the chamber.

To now discuss the manner in which the gases are initially compressed by vanes 17a, 17b, 17c and 17d of FIG. 6, it is noted that when any of the chambers between two of these vanes is located in its uppermost position, air may enter that chamber through inlet 86, which is located directly axially opposite discharge opening 87. As the vanes turn, this chamber ultimately reaches a point at which it no longer communicates with air inlet 86, so that upon further downward movement of the chamber (say the chamber between vanes 17b and 17a in FIG. 6), the charge of air is progressively compressed by the progressive reduction of the size of the chamber. When the chamber reaches its lowermost position, and the compression has therefore attained a maximum, aperture 96 in sleeve 55 moves into communication with apertures 43 and 45, so that the compressed air may enter passage 35 and at an appropriate interval flow through passages 46, 48 and 94 of FIG. 5 into one of the combustion chambers. In this way, the chambers of FIG. 6 act to pre-compress the air for the combustion chambers, and the two sets of vanes or two sets of chambers function together as a single four cycle engine.

To reverse the direction of rotation of the engine, shaft 28 is turned through 180 by handle lever 40, to bring aperture 40' of FIG. 4 in communication with aper ture 42, while aperture 47 of FIG. 5 moves into communication with aperture 49, and aperture 44.0f FIG. 6 moves into communication with aperture 45. Air then enters the combustion chambers of FIG. 1 through apertures 47 and 49 when any one of the apertures 94 of the rotating structure is in communication with opening 49. After such admission of air into one of the combustion chambers, the chamber moves downwardly along the left side, in a counterclockwise type of rotation, and during which it receives fuel through apertures 40' and 42. At

the bottom of the path of circular travel of the chamber, when the air and gases are compressed to a maximum, the spark plug is energized to fire the charge, and cause the chamber to move rapidly upwardly at the right side of FIG. 1. Thus, the direction of rotation has been reversed. Insofar as the initial compression of air within the chambers of FIG. 6 is concerned, it is' noted that the rotation of shaft 28 merely brings aperture 44 instead of aperture 43 into communication with aperture 45, without changing the location at which air is discharged from the compression chambers, and therefore without changing the operation of this portion of the apparatus.

Reference is now made to FIGS. 7 and 8, which show another form of the invention designed to function as a four-cycle engine with a single set of vanes 96a, 96b, 96c and 96d rather than the two sets of vanes of the first form of the invention. Except with respect to the differences specifically noted below, the apparatus of FIGS. 7 and 8 is constructed the same as that of FIGS. 1 through 6. Vanes 96a, 96b, etc. are confined between two parallel radial walls 97 and 98, which are clamped, along with a sleeve 99 and main stationary body 100, between two nuts 101 connected onto opposite ends of a central externally cylindrical shaft 102. Element may be secured by a flange 103 to a stationary mounting structure represented at 104.

Part 99 may be considered as corresponding in most respects to part 25 of FIG. 2, and has a sleeve 105 rotatably mounted about it and pivotally carrying vanes 96a, 96b, etc. by engagement with their cylindrical inner portions 106. Outer wall elements 107 are stationarily mounted to housing 108 and carry spark plugs 109 and complementary partial cylindrical elements 110 and 111 which pivotally mount and slidably receive vanes in fluid tight sealing telescopic relation.

A gas-air mixture is fed to the combustion chambers of FIG. 7 from a carburetor or other source represented at 112, through a fitting 113 connecting to a tube 114 which is slidably received within a passage 115 formed in part 102. The left end of the passage within tube 114 is closed at 116, with the part 114 being pivoted at 117 to a lever 118 which is fulcrumed at-119 to a bracket 120 stationarily mounted to part 100. At an intermediate location 121, lever 118 is pivoted to the movable armature 122 of a solenoid 130 which is stationarily mounted in part 100. Thus, upon energization of solenoid 130, arm 122 swings lever 118 to the right (FIG. 8) about point 119 to correspondingly actuate part 114 to the right between the position of FIG. 8 in which tube 114 communicates with apertures 123 and 124 (FIG. 7) in parts 102 and 99 and a second position in which the tube closes off these apertures.

Gases are discharged from the combustion chambers of FIGS. 7 and 8 through a second passage 125 formed in part 102 and extending parallel to passage 115, with passage 125 containing a part 126 corresponding to element 114, actuated by a second solenoid 127 and associated lever mechanism to open and close communication between the tube and passage 128 and 129.

Solenoids 130 and 127 are electrically energized in timed relation to the rotation of housing 108 and the carried parts, with this timing being illustrated typically and somewhat diagrammatically as being effected by a gear 131 rotatably mounted to stationary part 104 and driven by a gear 132 carried by the turning housing 108. Gear 131 drives a timing mechanism represented at 133, which feeds electrical energy at appropriate intervals to the two solenoids.

The spark plugs 109 are also of course energized in timed relation to the rotation of the housing, as by providing four insulated slip rangs 134 connected to the four spark plugs respectively, and each engaged by an asso- 7 ciatedbrush 135 leading from a distributor 136 controlled by the rotation of gear 131.

In discussing the operation of the arrangement of FIGS. 7 and 8, we may assume the rotating parts turn in a counterclockwise direction as viewed in FIG. 7. Also, We may first of all consider the chamber which is formed between vanes 96c and 96d of that figure. It is noted that the aperture 137 in part 105 which communicates with this chamber has just come into communication with the fuel and air mixture inlet apertures 123 and 124 in the FIG. 7 position. At this juncture, solenoid 136 is energized to actuate tube 114 to its open position admitting air and fuel from tube 114 through apertures 123, 124 and 137 into the chamber. This condition continues through the major portion of the upward movement of the chamber in FIG. 7, almost to the position of the chamber formed between vanes 96b and 960. As the rotation continues, and after the communication of the chamber with the fuel and air inlet line has been closed off, the chamber moves downwardly at the left side of FIG. 7, to compress the air-gas mixture. At this time, the solenoid 127 is not energized, and consequently none of the compressed gas can escape through apertures 128 and 129. When the chamber reaches the bottom of its stroke, the associated spark plug is energized to ignite the air-fuel mixture, to thereby drive the chamber upwardly at the right side of FIG. 7, with the air inlet valve tube 114 being closed during this stroke. When the chamber reaches the top of the stroke again, and commences to move downwardly at the left side of FIG. 7, the second valve tube 125 is opened by its associated solenoid 127, to allow discharge of the gases from the chamber in preparation for the next successive compression cycle. Thus, a four cycle type of operation is attained, including intake, compression, combustion, and discharge strokes.

In both of the above described forms of the invention, the fact that both the radially inner and radially outer walls of the combustion chambers are rotating with the vanes greatly facilitates the formation of effective fluid tight seals with these walls, to thus overcome much of the sealing problem which has heretofore plagued vane type engines. It is also noted that, in both of these forms of the invention, the rotation of the main housing of the engine, as well as the radially outer wall of the combustion chambers, greatly enhances cooling of the engine in use. To further improve this cooling effect, the rotating housing walls 57 and 53 may each be provided with a series of circularly spaced radially extending cooling fins, on their outer surfaces, as illustrated at 138 in FIGS. 1 and 2. As will be apparent, when the rotating housing is provided with such fins, the housing walls are able to function as a centrifugal impeller, acting to blow air radially outwardly past these walls to cool them.

FIGS. 9 through 11 show another form of the invention, in which the above discussed advantages are maximized by mounting the side Walls of the combustion chambers, as well as their radially inner and outer walls, for rotation with the vanes, so that the chambers in their entireties revolve in essentially a unitary manner, to completely eliminate all sealing problems relating to the vanes. The engine 139 of FIGS. 9 to 12 includes a stationary support 140 having two upstanding end mounting members 141 and 142, to which the opposite ends of a main shaft 143 are rigidly connected, as by means of lock nuts 144 threaded onto shaft 143 and tightened against opposite sides of members 141 and 142. The right end of shaft 143 contains an axially extending passage 145 through which intake air is admitted into the shaft as far as the inner end 146 of passage 145. The opposite or left end of the shaft contains a discharge or exhaust passage 147, ending at the point 148 in FIG. 9, and discharging the exhaust gases from the engine leftwardly through the open end of passage 147.

At its center, longitudinally, as viewed in FIG. 9, shaft 143 has an enlarged portion 149 which is received within the rotating housing 150 of the engine. At opposite axial sides of its enlarged portion 149, the shaft has two smaller diameter portions presenting externally cylindrical surfaces 151 and 152 of the diameter designated at 153, and centered about an axis 154. These cylindrical surfaces 151 and 152 meet the enlarged diameter portion at two planar opposite side surfaces 155 and 156 of enlarged portion 149, which planar surfaces extend directly transversely of axis 154. Between the two surfaces 155 and 156, enlargement 149 has an external cylindrical surface 157 of the diameter indicated at 158 in FIG. 9, and centered about an axis 159'which is eccentric with respect to, but parallel to, the previously mentioned axis 154.

Housing 156 of the engine of FIGS. 9 through 12 includes two opposite end walls 160 and 161, having parallel opposed inner surfaces 162 and 163 disposed transversely of axes 154 and 159, and received in closely spaced proximity to surfaces 155 and 156 of shaft enlargernent 149. Extending between and interconnecting the two end walls 160 and 161, housing includes a casting 164 forming a circular radially outer wall 165 of the chambers, having an inner cylindrical surface 166 which is centered about axis 154. At its opposite ends, surface 166 meets side wall surfaces 162 and 163 of the chambers. A series of circularly spaced bolts 167 extend axially through elements 160, 161 and 164, and have nuts at their opposite ends bearing against the end walls and 161, to rigidly secure the various housing walls together in their illustrated relation. Radially outwardly beyond the circular portion of casting 164, this part forms a series of evenly circularly spaced outer compartments 168 of the cross section illustrated in FIG. 10, for receiving the outer ends of vanes 169. Compartments 168 may have plugs 170 connected into their outer extremities, through which oil or grease may be filled into the compartments 168 as a lubricant, to lubricate the outer ends of the panels and their sliding connections with the housing. Extending circularly between the portions 171 of the housing which form compartments 168, this casting 164 may form circularly extending fins 172 acting as heat transfer fins for conducting heat to the atmosphere and thereby air cooling the engine in operation.

Projecting axially from opposite ends of the rotatable housing, end walls 160 and 161 have integrally carried tubular portions 173 and 174 which are disposed about the reduced diameter ends of shaft 143, and are mounted for rotation about the shaft and about axis 154 by bearings typically represented at 175 and 176. One of the end portions of the rotating housing may contain grooves 177 within which V belts 178 are receivable for transmitting power from the engine to an associated unit to be driven.

The inner ends of vanes 169 are pivotally connected to a sleeve 179 (FIG. 10), having an inner cylindrical surface 180 which is rotatably received about and engages the outer cylindrical surface 157 of shaft enlargement 149. At its opposite ends, sleeve 179 may have parallel planar end surfaces 181 and 182 which annularly engage housing surfaces 162 and 163 in sealing relation, but with sufiicient clearance to allow some relative shifting movement of the parts engaging at these surfaces The inner ends of vanes 169 may form externally cylindrical axially extending parallel enlargements 183 (FIG. 10), which are confined within mating cylindrical bores 184 in part 179 to allow for the desired pivotal movement of the vanes. In this form of the invention, it may be assumed that enlarged portions 183 of the vanes extend axially for the entire distance between inner housing surfaces 162 and 163, and have end faces engaging surfaces 162 and 163 in sealing but relatively movable relation.

From their inner enlarged portions 183, the vanes project outwardly as in the other forms of the invention, slidably and continuously engaging side wall surfaces 162 and 163, and project through two slidably engaged com- 9 plementary' seal members 185 and 186 (FIGS. 10 and 12), which are very similar to numbers 74 and 75 of FIG. 3, having cylindrical end portions rotatably mounted within mating recesses 187 in the end walls of the housing (FIG. 9), and having the ends of their vane receiving slots in radial alignment with inner wall surfaces 162 and 163. As seen in FIG. 10, the elements 185 and 186 are received within cylindrical axially extending recesses 188, which mount the outer ends of the vane for pivotal movement.

The axially inner end of air intake passage 145 communicates with a laterally extending passage 189 (FIG. 10), which is communicable successively with a series of air intake openings 190 formed in element 179, one such opening being provided for each of the chambers between successive vanes. In the plane of FIG. 10, there may also be provided a glow-plug 210, which may be threadedly connected into a recess 191 in the periphery of shaft enlargement 149, and may be positioned as illustrated in FIG. 10. A wire 192 may extend through the shaft in insulated relation with respect thereto, to be connected as illustrated in FIG. 9 to a glow-plug power source 193, whose second side is grounded at 194 to the metal of the engine to complete the circuit to the glowplug.

With reference now to FIG. 11, the inner end of exhaust passage 147 opens laterally through a passage 195, which is successively communicable with a series of circularly spaced apertures 196 formed in sleeve 179. Apertures 196 may typically be provided in alignment with the apertures 190 of FIG. 10, axially of the engine. In the plane of FIG. 11, there may also be provided an injector 197, connected into a recess 198 in the shaft enlargement, and capable of forcibly discharging at 199 metered charges of liquid fuel, such as gasoline or diesel fuel. The liquid which is fed to injector 197 may be delivered through a' passage 200 (FIG. 9) in the engine shaft, with the axially outer end of the passage communi eating with a line 201 leading from an injection pump 202, which may typically be connected at 203, to support member 141, and has a pumping piston or plunger 204 which engages a cam 205 carried by and rotating with housing element 173, with the cam being designed to actuate the pump to force fluid from the injector at predetermined intervals during the cycle of rotation of the engine.

In describing the operation of the engine of FIGS. 9 through 12, assume first of all that the engine is in the position of FIG. 10, and consider particularly the chamber which is uppermost in that figure. Reference to FIG. 11 will indicate that the specified chamber is in communication with exhaust passage 147, so that the gases of combustion from a cycle just being completed are dis charging from this upper chamber. When the upper chamber moves in a counterclockwise direction beyond the position of FIGS. 10 and 11, the discharge opening 196 of this chamber soon moves out of communication with discharge passage 147, and at substantially that same point during the cycle of operation, openingv 190 of the chamber (FIG. 10) moves into communication with intake passage 154 and its laterally extending portion 189. Thus, air may be forced into the chamber from a pressurized air supply source 206 (FIG. 9). As soon as the opening 190 in question moves out of engagement with passage 189, the intake of air ends, and during the downward movement of the chamber in question, at the left side of FIG. 10, the air previously admitted is compressed by virtue of the reduction in size of the chamber. When the chamber reaches a point near the bottom of its travel, the aperture 196 (FIG. 11) of that chamber reaches a point of communication with the recess which contains injector 197, and at a proper point near or slightly in advance of the lowermost point reached by the chamber, cam 205 causes the injector to emit a measured charge of fuel, for intimate mixture with the compressed air.

Further travel of the chamber, slightly beyond the bottom of its cycle, moves aperture of the chamber into communication with glow-plug 210, which is continuously energized to a firing temperature, and therefore immediately causes the fuel-air-mixture to burn, thereby causing expansion of the chamber and its upward movement at the right side of FIG. 10 on the power stroke. This stroke continues until the chamber reaches a point at which aperture 196 again communicates with portion of exhaust passage 147, to allow discharge of the gases of combustion in preparation for the next air intake cycle.

In the arrangement of FIGS. 9 through 12, the two side walls 160 and 161 of the chamber, as well as the radially outer wall 165, radially inner wall 179, and vanes 169, all rotate together as the engine turns, with only very little limited movement being required of these various parts forming the combustion chambers, so that virtually all sealing problems are eliminated.

I claim:

1. Apparatus comprising a shaft structure, rotary internal combustion engine means disposed about said shaft structure and defining a combustion chamber which rotates about said shaft structure and varies in size as it turns, compressor means disposed about said shaft structure and defining a compression chamber which rotates about said shaft structure and varies in size as it turns to compress air therein, said combustion chamber and said compression chamber having rotating walls which are connected together to rotate about the shaft structure in essential unison so that said engine means drive said compressor means rotatively, said shaft structure containing passage means for conducting compressed air from said compression chamber to said combustion chamberat a predetermined point in the rotary cycle thereof, and means for burning fuel in said combustion chamber in admixture with said compressed air to drive the engine means rotatively, said shaft containing additional passage means within said engine means for conducting said fuel into said combustion chamber separately from said compressed air.

2. Apparatus comprising a shaft structure, rotary internal combustion engine means disposed about said shaft structure and defining a combustion chamber which rotates about said shaft structure and varies in size as it turns, compressor means disposed about said shaft structure and defining a compression chamber which rotates about said shaft structure and varies in size as it turns to compress air therein, said combustion chamber and said compression chamber having rotating walls which are connected together to rotate about the shaft structure in essential unison so that said engine means drive said compressor means rotatively, said shaft structure containing passage means for conducting compressed air from said compression chamber to said combustion chamber at a predetermined point in the rotary cycle thereof, and means for burning fuel in said combustion chamber in admixture with said compressed air to drive the engine means rotatively, said rotating walls of the two chambers including radially inner and outer Walls and vanes extending radially therebetween, said chambers having additional walls disposed generally transversely of said shaft structure and which form opposite ends of said chambers and which do not turn about the shaft structure with said rotating walls.

3. Apparatus comprising a shaft structure, rotary internal combustion engine means disposed about said shaft structure and defining a combustion chamber which rotates about said shaft structure and varies in size as it turns, compressor means disposed about said shaft structure and defining a compression chamber which rotates about said shaft structure and varies in size as it turns to compress air therein, said combustion chamber and said compression chamber having rotating walls which are connected together to rotate about the shaft structure in essential unison so that said engine means drive said compressor means rotatively, said shaft structure cont-aining passage means for conducting compressed air from said compression chamber to said combustion chamber at a predetermined point in the rotary cycle thereof, and means for burning fuel in said combustion chamber in admixture with said compressed air to drive the engine means rotatively, said rotating walls of the two chambers including radially inner and outer walls and vanes extending radially therebetween, said chambers having additional walls disposed generally transversely of said shaft structure and which form opposite ends of said chambers and which do not turn about the shaft structure with said rotating walls, at least one of said additional walls which define ends of the chambers containing an opening for communicating with the interior of one of said chambers in a predetermined rotary position thereof.

4. Apparatus comprising a shaft structure, rotary internal combustion engine means disposed about said shaft structure and defining a combustion chamber which rotates about said shaft structure and varies in size as it turns, compressor means disposed about said shaft structure and defining a compression chamber which rotates about said shaft structure and varies in size as it turns to compress air therein, said combustion chamber and said compression chamber having rotating walls which are connected together to rotate about the shaft structure in essential unison so that said engine means drive said compressor means rotatively, said shaft structure containing passage means for conducting compressed air from said compression chamber to said combustion chamber at a predetermined point in the rotary cycle thereof, and means for burning fuel in said combustion chamber in admixture with said compressed air to drive the engine means rotatively, said rotating walls including radially inner and radially outer essentially tubular walls and vanes extending radially therebetween, said chambers having three additional walls disposed transversely of said shaft and which do not turn with said rotating walls, said additional walls including one disposed axially between and forming a common wall of said two chambers,

and including two other walls forming axially outer ends of the chambers respectively, said two other walls containing openings for admitting air to said compression chamber and for discharging combustion gases from said combustion chamber, said shaft structure including a valving sleeve structure within said radially inner walls of the two chambers, and including a separate shaft part extending axially within said valving sleeve structure and adapted to turn therein between two predetermined settings, said passage means including apertures in said sleeve structure communicating with apertures in said radially inner walls of the chambers in valving relation, and in cluding conduit means in said shaft part communicating with said apertures and operable to reverse the valving for reverse rotation of the chambers in response to turning of said shaft part between said two settings, said shaft part and said sleeve structure and one of said radially inner walls containing additional passage means and apertures for conducting said fuel to said combustion chamber.

References Qited by the Examiner UNITED STATES PATENTS 969,957 9/ 1910 Jacobs. 1,147,428 7/1915 Peterson. 1,525,364 2/1925 Brett 123-8 1,828,245 10/ 1931 Davidson. 2,089,593 8/1937 Bailey 123 8 X 2,256,264 9/ 1941 MacKay. 2,295,117 9/1942 Koester 123-8 2,511,441 6/ 1950 Loubiere.

o FOREIGN PATENTS 836,142 10/1938 France.

393,156 6/1933 Great Britain.

MARK NEWMAN, Primary Examiner.

F. T. SADLER, Assistant Examiner. 

4. APPARATUS COMPRISING A SHAFT STRUCTURE, ROTARY INTERNAL COMBUSTION ENGINE MEANS DISPOSED ABOUT SAID SHAFT STRUCTURE AND DEFINING A COMBUSTION CHAMBER WHICH ROTATES ABOUT SAID SHAFT STRUCTURE AND VARIES IN SIZE AS IT TURNS, COMPRESSOR MEANS DISPOSED ABOUT SAID SHAFT STRUCTURE AND DEFINING A COMPRESSION CHAMBER WHICH ROTATES ABOUT SAID SHAFT STRUCTURE AND VARIES IN SIZE AS IT TURNS TO COMPRESS AIR THEREIN, SAID COMBUSTION CHAMBER AND SAID COMPRESSION CHAMBER HAVING ROTATING WALLS WHICH ARE CONNECTED TOGETHER TO ROTATE ABOUT THE SHAFT STRUCTURE IN ESSENTIAL UNISON SO THAT SAID ENGINE MEANS DRIVE SAID COMPRESSOR MEANS ROTATIVELY, SAID SHAFT STRUCTURE CONTAINING PASSAGE MEANS FOR CONDUCTING COMPRESSED AIR FROM SAID COMPRESSION CHAMBER TO SAID COMBUSTION CHAMBER AT A PREDETERMINED POINT IN THE ROTARY CYCLE THEREOF, AND MEANS FOR BURNING FUEL IN SAID COMBUSTION CHAMBER IN ADMIXTURE WITH SAID COMPRESSED AIR TO DRIVE THE ENGINE MEANS ROTATIVELY, SAID ROTATING WALLS INCLUDING RADIALLY INNER AND RADIALLY OUTER ESSENTIALLY TUBULAR WALLS AND VANES EXTENDING RADIALLY THEREBETWEEN, SAID CHAMBERS HAVING THREE ADDITIONAL WALLS DISPOSED TRANSVERSELY OF SAID SHAFT AND WHICH DO NOT TURN WITH SAID ROTATING WALLS, SAID ADDITIONAL WALLS INCLUDING ONE DISPOSED AXIALLY BETWEEN AND FORMING A COMMON WALL OF SAID TWO CHAMBERS, AND INCLUDING TWO OTHER WALLS FORMING AXIALLY OUTER ENDS OF THE CHAMBERS RESPECTIVELY, SAID TWO OTHER WALLS CONTAINING OPENINGS FOR ADMITTING AIR TO SAID COMPRESSION CHAMBER AND FOR DISCHARGING COMBUSTION GASES FROM SAID COMBUSTION CHAMBER, SAID SHAFT STRUCTURE INCLUDING A VALVING SLEEVE STRUCTURE WITHIN SAID RADIALLY INNER WALLS OF THE TWO CHAMBERS, AND INCLUDING A SEPARATE SHAFT PART EXTENDING AXIALLY WITHIN SAID VALVING SLEEVE STRUCTURE AND ADAPTED TO TURN THEREIN BETWEEN TWO PREDETERMINED SETTINGS, SAID PASSAGE MEANS INCLUDING APERTURES IN SAID SLEEVE STRUCTURE COMMUNICATING WITH APERTURES IN SAID RADIALLY INNER WALLS OF THE CHAMBERS IN VALVING RELATION, AND IN CLUDING CONDUIT MEANS IN SAID SHAFT PART COMMUNICATING WITH SAID APERTURES AND OPERABLE TO REVERSE THE VALVING FOR REVERSE ROTATION OF THE CHAMBERS IN RESPONSE TO TURNING OF SAID SHAFT PART BETWEEN SAID TWO SETTINGS, SAID SHAFT PART AND SAID SLEEVE STRUCTURE AND ONE OF SAID RADIALLY INNER WALLS CONTAINING ADDITIONAL PASSAGE MEANS AND APERTURES FOR CONDUCTING SAID FUEL TO SAID COMBUSTION CHAMBER. 